Continuously variable transmission having tunable acceleration and deceleration

ABSTRACT

A continuously variable transmission driven pulley movable sheave comprising a beveled face disk, an elongated hollow cylindrical collar extending orthogonally from a center of the beveled face disk, and a triangular shaped tuning pocket disposed in the collar. The tuning pocket is structured and operable to control axial movement of the movable sheave on the elongated neck of the driven pulley. The tuning pocket comprises a first gear side, an acceleration side disposed at a positive angle relative to a reference point on the first gear side, and a deceleration side disposed at a negative angle relative to the reference point on the first gear side.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.63/227,448, filed on Jul. 30, 2021. The disclosure of the aboveapplication is incorporated herein by reference in its/their entirety.

FIELD

The present teachings relate to golf and utility vehicle powertransmission and CVT clutch systems, and more particularly to a uniquedesign for tuning acceleration and deceleration separately.

BACKGROUND

The statements in this section merely provide background informationrelated to the present disclosure and may not constitute prior art.

Internal combustion engine driven golf cars and utility vehicles oftenutilize a continuously-variable-transmission (CVT) system. Such CVTsystems generally consist of a driving pulley assembly, a driven pulleyassembly and a pulley belt. The driving pulley assembly is directlyconnected to the crankshaft, or output shaft, of the engine, and thedriven pulley spins on bearings on a drivetrain or gearbox input shafthaving a clutch drum that is splined to the CVT output shaft. When theclutch shoes on the driven pulley move outward due to spinning inertia,the shoes engage the drum, thereby joining the drivetrain input shaft tothe driven pulley. Both the driving and the driven pulley assemblieshave a movable and a fixed sheave. Other known CVTs utilize a systemwithout the clutch drum or shoes, and without the ability of the drivenpulley to rotate about the drivetrain input shaft. In these systems, thebelt is not pinched between the driving pulley sheaves until the pulleyspins fast enough to move the sheaves together to clamp on the sides ofthe belt.

Generally, as the engine output shaft rotational speed increases thedriving pulley movable sheave moves axially along the shaft toward thedriving pulley fixed sheave, thereby forcing the pulley belt radiallyoutward on the driving pulley. This in turn causes the pulley belt toforce the movable sheave of the driven pulley axially away from thedriven pulley fixed sheave so that the pulley belt can move radiallyinward to change the torque transfer ratio between the driving pulleyand the driven pulley from high torque transfer ratio when the engine(and vehicle) begins to accelerate from a stopped or slow speed status,to a lower torque ratio as the engine (and vehicle) accelerate to afaster or cruising speed.

To resist the movement of the driven pulley movable sheave axiallyoutward along the CVT output shaft (away from the driven pulley fixedsheave), and thereby produce a slower and more controlled change intorque transfer ratio, many known CVTs include one or more helix rampslot disposed or formed within the collar of the driven pulley movablesheave. Such known helix ramp slots are typically straight slots withparallel longitudinal sides formed at an angle within driven pulleymovable sheave collar. A roller pin disposed in, and extending outwardfrom, an elongated hollow cylindrical neck of the driven pulley fixedsheave is disposed within the helix ramp slot. Therefore, in order forthe driven pulley movable sheave to move axially outward along the neckof the driven pulley fixed sheave the force of the pulley belt on thedriven pulley movable sheave, pushing the driven pulley movable sheaveaxially outward, must overcome the axial force inward applied by adriven pulley spring, and the force between the roller pin and the helixramp slot, both resisting movement of the driven pulley movable sheaveaxially outward.

As described above, such known helix ramp slots are typically straightslots having parallel longitudinal sides. Hence, both longitudinal sidesof the helix ramp slots have the same angle relative to an axis of thedrivetrain input shaft. During acceleration of the engine, vehicle andCVT, the roller pin rides, rolls or slides along a first longitudinalside of the helix ramp slot having a desired angle designed to controlaxially outward movement of the driven pulley movable sheave, and hencecontrol the rate or speed of change in the torque transfer ratio duringacceleration. However, since such known helix ramp slots have parallellongitudinal sides, such helix ramp slots also generate undesiredresistance to the movement of the driven pulley movable sheave radiallyinward (toward the driven pulley fixed sheave) during deceleration ofthe engine, vehicle and CVT. More particularly, by generating resistanceto axial inward movement of the driven pulley movable sheave duringdeceleration, such known parallel sided helix ramp slots impede theamount and control of engine braking that can be produced. Morespecifically, during acceleration it is desirable to resist and slow theaxially outward movement of the driven pulley movable sheave to providea smoother and more controlled torque transfer ratio duringacceleration, which known parallel sided helix ramp slots provide.However, during deceleration it is desirable that the axially inwardmovement of the driven pulley movable sheave be fast such that engineand braking can be maximized, which is inhibited by known parallel sidedhelix ramp slots.

SUMMARY

In various embodiments, the present disclosure provides a continuouslyvariable transmission driven pulley movable sheave comprising a beveledface disk, an elongated hollow cylindrical collar extending orthogonallyfrom a center of the beveled face disk, and a triangular shaped tuningpocket disposed in the collar. The tuning pocket is structured andoperable to control axial movement of the movable sheave on theelongated neck of the driven pulley. The tuning pocket comprises a firstgear side, an acceleration side disposed at a positive angle relative toa reference point on the first gear side, and a deceleration sidedisposed at a negative angle relative to the reference point on thefirst gear side.

In various other embodiments, the present disclosure provides acontinuously variable transmission (CVT), wherein the CVT comprises adriving pulley assembly connectable to an output shaft of a prime moverof a vehicle, and the driving pulley assembly comprising a drivingpulley. The CVT additionally comprises a driven pulley assemblyconnectable to a drivetrain input shaft of the vehicle, and the drivenpully assembly comprises a driven pulley. The CVT further comprises adrive belt disposed around the driving pulley assembly and the drivenpulley assembly to operably connect the driving pulley assembly to thedriven pulley shaft such that torque received from the prime moveroutput shaft at the driving pulley is transferred to the driven pulleyassembly to be delivered to the drivetrain input shaft. The drivenpulley comprises a fixed sheave rotationally mountable to the drivetraininput shaft (i.e., mounted to, but allowed to rotate about thedrivetrain input shaft) and a moveable sheave rotationally mounted on anelongated neck of the fixed sheave (i.e., mounted to, but allowed torotate about the elongated neck). Particularly, the fixed sheave ismounted on the drivetrain input shaft such that it is translationallyconstrained from longitudinal movement along the length of the inputshaft but can rotate around the input shaft (i.e., rotate around an axisof the input shaft). The moveable sheave is mounted on the elongatedneck of the fixed sheave such that it can move or translatelongitudinally along the length of the neck and can also rotate aroundthe neck (i.e., rotate around an axis of the neck). The rotational andaxial movement of the movable sheave about and along the neck isconstrained in rotation and axial translation by at least one roller pinextending from the neck (as described further below). In variousembodiments, the moveable sheave comprises a beveled face disk, anelongated hollow cylindrical collar extending orthogonally from a centerof the beveled face disk, and a triangular shaped tuning pocket disposedin the collar. The tuning pocket is structured and operable to controlaxial movement of the movable sheave on the elongated neck of the drivenpulley. The tuning pocket comprises a first gear side, an accelerationside disposed at a positive angle relative to a reference point on thefirst gear side, and a deceleration side disposed at a negative anglerelative to the reference point on the first gear side.

In yet other exemplary embodiments, the present disclosure provides alight-weight vehicle, wherein the vehicle comprises a prime moverstructured and operable to generate torque utilized to provide motiveforce for the vehicle, a drivetrain structured and operable to deliverthe generated torque to one or more wheel of the vehicle, and acontinuously variable transmission (CVT) operably connected to the primemover and the drivetrain to transfer the torque generated to thedrivetrain. In various embodiments, the CVT comprises a driving pulleyassembly connectable to an output shaft of a prime mover of a vehicle,and the driving pulley assembly comprising a driving pulley. The CVTadditionally comprises a driven pulley assembly connectable to adrivetrain input shaft of the vehicle, and the driven pully assemblycomprises a driven pulley. The CVT further comprises a drive beltdisposed around the driving pulley assembly and the driven pulleyassembly to operably connect the driving pulley assembly to the drivenpulley shaft such that torque received from the prime mover output shaftat the driving pulley assembly is transferred to the driven pulleyassembly to be delivered to the drivetrain input shaft. The drivenpulley comprises a fixed sheave rotationally mountable to the drivetraininput shaft (i.e., mounted to, but allowed to rotate about thedrivetrain input shaft) and a moveable sheave rotationally mounted on anelongated neck of the fixed sheave (i.e., mounted to, but allowed torotate about the elongated neck). Particularly, the fixed sheave ismounted on the drivetrain input shaft such that it is translationallyconstrained from longitudinal movement along the length of the inputshaft but can rotate around the input shaft (i.e., rotate around an axisof the input shaft). The moveable sheave is mounted on the elongatedneck of the fixed sheave such that it can move or translatelongitudinally along the length of the neck and can also rotate aroundthe neck (i.e., rotate around an axis of the neck). The rotational andaxial movement of the movable sheave about and along the neck isconstrained in rotation and axial translation by at least one roller pinextending from the neck (as described further below). In variousembodiments, the moveable sheave comprises a beveled face disk, anelongated hollow cylindrical collar extending orthogonally from a centerof the beveled face disk, and a triangular shaped tuning pocket disposedin the collar. The tuning pocket is structured and operable to controlaxial movement of the movable sheave on the elongated neck of the drivenpulley. The tuning pocket comprises a first gear side, an accelerationside disposed at a positive angle relative to a reference point on thefirst gear side, and a deceleration side disposed at a negative anglerelative to the reference point on the first gear side.

This summary is provided merely for purposes of summarizing variousexample embodiments of the present disclosure so as to provide a basicunderstanding of various aspects of the teachings herein. Variousembodiments, aspects, and advantages will become apparent from thefollowing detailed description taken in conjunction with theaccompanying drawings which illustrate, by way of example, theprinciples of the described embodiments. Accordingly, it should beunderstood that the description and specific examples set forth hereinare intended for purposes of illustration only and are not intended tolimit the scope of the present teachings.

DRAWINGS

The drawings described herein are for illustration purposes only and arenot intended to limit the scope of the present teachings in any way.

FIG. 1 is a side view of a utility vehicle including a continuouslyvariable transmission (CVT) including an acceleration and decelerationtorque transfer tuning pocket disposed in a driven pulley movable sheaveof the CVT, in accordance with various embodiments of the presentdisclosure.

FIG. 2 is a schematic of a chassis, a prime mover and a drivetraincomprising the CVT of the vehicle shown in FIG. 1 , in accordance withvarious embodiments of the present disclosure.

FIG. 3 is an isometric exploded view of the tunable CVT shown in FIGS. 1and 2 in accordance with various embodiments of the present disclosure.

FIG. 4 is sectional view of a driven pulley assembly of the CVT shown inFIGS. 1, 2 and 3 comprising the acceleration and deceleration torquetransfer tuning pocket, in accordance with various embodiments of thepresent disclosure.

FIG. 5 is side view of a driven pulley of the driven pulley assemblyillustrating the acceleration and deceleration torque transfer tuningpocket having a roller pin disposed therein in a Vehicle Stoppedlocation, in accordance with various embodiments of the presentdisclosure.

FIG. 6 is a schematic of an exemplary acceleration and decelerationtorque transfer tuning pocket of the CVT shown in FIGS. 1, 2, 3, 4 and 5, in accordance with various embodiments of the present disclosure.

FIG. 7 is a side view of the driven pulley of the driven pulley assemblyillustrating the acceleration and deceleration torque transfer tuningpocket having the roller pin disposed therein in a Vehicle Accelerationlocation, in accordance with various embodiments of the presentdisclosure.

FIG. 8 is a side view of the driven pulley of the driven pulley assemblyillustrating the acceleration and deceleration torque transfer tuningpocket having the roller pin disposed therein in a Vehicle Cruiselocation, in accordance with various embodiments of the presentdisclosure.

FIG. 9 is a side view of the driven pulley of the driven pulley assemblyillustrating the acceleration and deceleration torque transfer tuningpocket having the roller pin disposed therein in a Vehicle Decelerationlocation, in accordance with various embodiments of the presentdisclosure.

Corresponding reference numerals indicate corresponding parts throughoutthe several views of drawings.

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is in no wayintended to limit the present teachings, application, or uses.Throughout this specification, like reference numerals will be used torefer to like elements. Additionally, the embodiments disclosed beloware not intended to be exhaustive or to limit the invention to theprecise forms disclosed in the following detailed description. Rather,the embodiments are chosen and described so that others skilled in theart can utilize their teachings. As well, it should be understood thatthe drawings are intended to illustrate and plainly disclose presentlyenvisioned embodiments to one of skill in the art, but are not intendedto be manufacturing level drawings or renditions of final products andmay include simplified conceptual views to facilitate understanding orexplanation. As well, the relative size and arrangement of thecomponents may differ from that shown and still operate within thespirit of the invention.

As used herein, the word “exemplary” or “illustrative” means “serving asan example, instance, or illustration.” Any implementation describedherein as “exemplary” or “illustrative” is not necessarily to beconstrued as preferred or advantageous over other implementations. Allof the implementations described below are exemplary implementationsprovided to enable persons skilled in the art to practice the disclosureand are not intended to limit the scope of the appended claims.

Unless otherwise defined, all technical and scientific terms used hereinhave the same meaning as commonly understood by one of ordinary skill inthe art to which this disclosure belongs. The terminology used herein isfor the purpose of describing particular example embodiments only and isnot intended to be limiting. As used herein, the singular forms “a”,“an”, and “the” may be intended to include the plural forms as well,unless the context clearly indicates otherwise. The terms “comprises”,“comprising”, “including”, and “having” are inclusive and thereforespecify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,elements, components, and/or groups thereof. The method steps,processes, and operations described herein are not to be construed asnecessarily requiring their performance in the particular orderdiscussed or illustrated, unless specifically identified as an order ofperformance. It is also to be understood that additional or alternativesteps can be employed.

When an element, object, device, apparatus, component, region orsection, etc., is referred to as being “on”, “engaged to or with”,“connected to or with”, or “coupled to or with” another element, object,device, apparatus, component, region or section, etc., it can bedirectly on, engaged, connected or coupled to or with the other element,object, device, apparatus, component, region or section, etc., orintervening elements, objects, devices, apparatuses, components, regionsor sections, etc., can be present. In contrast, when an element, object,device, apparatus, component, region or section, etc., is referred to asbeing “directly on”, “directly engaged to”, “directly connected to”, or“directly coupled to” another element, object, device, apparatus,component, region or section, etc., there may be no interveningelements, objects, devices, apparatuses, components, regions orsections, etc., present. Other words used to describe the relationshipbetween elements, objects, devices, apparatuses, components, regions orsections, etc., should be interpreted in a like fashion (e.g., “between”versus “directly between”, “adjacent” versus “directly adjacent”, etc.).

As used herein the phrase “operably connected to” will be understood tomean two are more elements, objects, devices, apparatuses, components,etc., that are directly or indirectly connected to each other in anoperational and/or cooperative manner such that operation or function ofat least one of the elements, objects, devices, apparatuses, components,etc., imparts are causes operation or function of at least one other ofthe elements, objects, devices, apparatuses, components, etc. Suchimparting or causing of operation or function can be unilateral orbilateral.

As used herein, the term “and/or” includes any and all combinations ofone or more of the associated listed items. For example, A and/or Bincludes A alone, or B alone, or both A and B.

Although the terms first, second, third, etc. can be used herein todescribe various elements, objects, devices, apparatuses, components,regions or sections, etc., these elements, objects, devices,apparatuses, components, regions or sections, etc., should not belimited by these terms. These terms may be used only to distinguish oneelement, object, device, apparatus, component, region or section, etc.,from another element, object, device, apparatus, component, region orsection, etc., and do not necessarily imply a sequence or order unlessclearly indicated by the context.

Moreover, it will be understood that various directions such as “upper”,“lower”, “bottom”, “top”, “left”, “right”, “first”, “second” and soforth are made only with respect to explanation in conjunction with thedrawings, and that components may be oriented differently, for instance,during transportation and manufacturing as well as operation. Becausemany varying and different embodiments may be made within the scope ofthe concept(s) taught herein, and because many modifications may be madein the embodiments described herein, it is to be understood that thedetails herein are to be interpreted as illustrative and non-limiting.

Referring to FIGS. 1, 2 and 3 , in various embodiments, the presentdisclosure provides a light-weight vehicle 10 that generally includes achassis or frame 14, a pair of rear wheels 16 and a pair of front wheels22 operationally connected to the chassis 14 and/or other structure ofthe vehicle 10, and a passenger compartment 26. The vehicle 10 can beany four-wheel drive or two-wheel drive lightweight vehicle. Forexample, it is envisioned that the vehicle 10 can be a maintenancevehicle, cargo vehicle, shuttle vehicle, golf cart, other all-terrainvehicles (ATV), utility task vehicle (UTV), recreational off-highwayvehicle (ROV), side-by-side vehicle (SSV), worksite vehicle, buggy,motorcycle, watercraft, snowmobile, tactical vehicle, etc. The passengercompartment 26 generally includes a dash console 30, a steering wheel34, a floorboard (not shown, but understood), and a passenger seatingstructure 38. The vehicle 10 additionally includes a prime mover 42mounted to the chassis 14, and a drivetrain 44 operationally connectedto at least one of the front and/or rear wheels 22 and/or 16 and theprime mover 42. The prime mover 42 is structured and operable togenerate torque (e.g., motive force, e.g., power) utilized to providemotive force for the vehicle 10 via the drivetrain 44. Although theprime mover 42 is primarily described herein as an internal combustionengine (ICE), it should be understood that in various embodiments theprime mover 42 can be an electric motor, a hybrid combination of an ICEand an electric motor, or any other suitable motor or engine and remainwithin the scope of the present disclosure.

In various embodiments, the drivetrain 44 includes a gear box 50 and aslipper-clutch continuously variable transmission (CVT) 46 that isoperably connected to the prime mover 42 to receive torque (e.g., motiveforce, e.g., power) from the prime mover 42, and operably connected, viathe gearbox 50, to at least one of the rear and front wheels 16 and 22to deliver torque to at least one of the rear and front wheels 16 and22. In various embodiments, the gearbox 50 can be operably connected toat least one of the rear wheel(s) 16 and the front wheel(s) 22 via oneor more rear and/or front wheel axles 52 and/or 62. For simplicity, theCVT 46 will be described herein as operably connected to at least one ofthe rear and front wheels 16 and 22 via the gearbox 50. The gearbox 50can be any torque transfer device such as a transmission and/or adifferential and/or a transaxle, etc. For example, in variousimplementations, the gearbox 50 can be a multi-speed gearbox including adifferential for distributing the torque to one or more of the rearand/or front wheels 16 and/or 22, via the rear and/or front axles 52and/or 62 and any other commonly known drivetrain components such asdrive shaft (not shown).

In various embodiments, the CVT 46 is structured and operable to receivetorque (e.g., motive force, e.g., power) generated by the prime mover 42and controllably transfer the torque to the drivetrain 44 (e.g., to thegearbox 50). Particularly, when transferring the torque to thedrivetrain 44, the CVT 46 is structured and operable to controllablyvary the amount of torque delivered to the drivetrain 44 relative to theamount of torque received from the prime mover 42. That is, the amountof torque delivered to the drivetrain 44 can controllably be increased,decreased and/or not changed via operation of the CVT 46. The drivetrain44 can be configured to provide a 4-wheel drive (4WD) vehicle or a2-wheel drive (2WD) vehicle, and remain within the scope of the presentdisclosure.

Referring now to FIG. 3 , the CVT 46 generally includes a primary ordriving pulley assembly 70, a secondary or driven pulley assembly 74, adrive belt 78 that operably connects the driving pulley assembly 70 tothe driven pulley assembly 74. The CVT 46 additionally includes ahousing 80 structured to enclose the driving pulley assembly 70, drivenpulley assembly 74, and drive belt 78 within an interior chamber 82 ofthe housing 80. The housing 80 protects the driving pulley assembly 70,the driven pulley assembly 74, the drive belt 78 from water, mud, dirtand other debris present in the ambient (exterior) environment. Invarious embodiments, the housing 80 comprises an inner cover 80A and anouter cover 80B that is connectable to the inner cover 80A to define theinterior chamber 82. The inner cover 80A includes a torque/power inputopening 84 that is sized and shaped to allow an output shaft 86 of theprime mover 42 to extend therethrough. The inner cover 80A additionallyincludes a torque/power output opening 90 that is sized and shaped toallow a drivetrain input shaft 94 (e.g., a gearbox input shaft)therethrough. For simplicity and clarity, the drivetrain input shaft 94will be exemplarily referred to herein as the gearbox input shaft 94.The driven pulley assembly 74 further comprise as slipper clutchassembly 102 that is structured and operable to operatively connectdriven pulley assembly 74 to the gearbox input shaft 94 such thattorque/power output by the driven pulley assembly 74 is deliverable toat least one of the rear and/or front wheels 16 and/or 22.

The driving pulley assembly 70 is mounted to the prime mover outputshaft 86 such that torque/power generated by the prime mover 42 will bedelivered to the driving pulley assembly 70, whereafter, via the drivebelt 78, the driving pulley assembly 70 will transfer torque/power tothe driven pulley assembly 74. Thereafter, via engagement of the drivenpulley assembly 74 with gearbox input shaft 94 via operation of aslipper clutch 102, the torque/power received at the driven pulleyassembly 74 will be delivered to the gearbox input shaft 94 andsubsequently to at least one of the rear and/or front axles 52 and/or62. The driving pulley assembly 70 and the driven pulley assembly 74 arestructured and operable to continuously vary the torque transfer ratiobetween the driving pulley assembly 70 and the driven pulley assembly74. That is, the driving pulley assembly 70 and the driven pulleyassembly 74 are structured and operable to continuously variablyincrease, maintain unchanged, and decrease the torque/power received atthe driving pulley assembly 70 from the prime mover output shaft 86 andtransferred to the driven pulley assembly 74. Put another way, atorque/power transfer ratio of the torque/power received by the drivingpulley assembly 70 from the prime mover output shaft 86 versus thetorque/power delivered to the gearbox input shaft 94 by the drivenpulley assembly 74 can be continuously varied via operation of thedriving pulley and driven pulley assemblies 70 and 74.

Referring now to FIGS. 3, 4 and 5 , as described above, the CVT 46generally comprises the driving pulley assembly 70, the drive belt 78,and the driven pulley assembly 74. The driving pulley assembly 70 isdirectly connected to the crankshaft of the prime mover 42 and thedriven pully assembly 74 is operatively connectable to the gearbox inputshaft 94 via the slipper clutch assembly 102. The driving pulleyassembly 70 generally comprises driving pulley 88 comprising a fixedsheave 106 and a movable sheave 110. The driven pulley assembly 74comprises a driven pulley 92 comprising a fixed sheave 114 and a movablesheave 116. The driven pulley fixed sheave 114 comprises a beveled facedisk 118 and an elongated hollow cylindrical neck 122 extendingorthogonally from a center of the beveled face disk 118. Similarly, thedriven pulley movable sheave 116 comprises a beveled face disk 126 andan elongated hollow cylindrical collar 122 extending orthogonally from acenter of the beveled face disk 126. The driven pulley fixed sheave 114is rotationally mounted to the gearbox input shaft 94 (i.e., mounted to,but allow to rotate about the gearbox input shaft 94) via at least one(e.g., at least two) bi-directional bearing(s) 130 disposed between thedriven pulley fixed sheave neck 122 and the gearbox input shaft 94 suchthat the fixed sheave 114 can rotate circumferentially around thegearbox input shaft 94 (i.e., rotate about an axis A of the of the inputshaft 94) but cannot move axially along the length of the gearbox inputshaft 94. The driven pulley movable sheave 116 is rotationally andaxially movably mounted to the neck 122 of the fixed sheave 114 and isaligned via lubricant seals 132 disposed between the driven pulleymovable sheave collar 128 and the fixed sheave neck 122. The rotationalmovement about and the axial translation along the neck 122 isconstrained by the interoperability of a tuning pocket 138 formed in thecollar 138 and a roller pin 142 disposed in the neck 122 as described indetail below. In various embodiments, a lubricant (e.g., grease) can bedisposes between the driven pulley movable sheave collar 128 and thefixed sheave neck 122 to ease rotation of the movable sheave 116circumferentially around the fixed sheave neck 122 (i.e., rotate aboutan axis A of the of the neck 122) and also move axially in the X+ andthe X− directions along the length of the fixed sheave neck 122. It isenvisioned that in various embodiments the grease can be replaced with aTeflon® coated bushing, or sealed bearing, or any other means suitableto ease rotation of the movable sheave 116 circumferentially around thefixed sheave neck 122

As described above, the driven pulley assembly 74 comprises the slipperclutch assembly 102. The slipper clutch assembly comprises drum 134 thatis directly mounted to the gearbox input shaft 94, and a centrifugalforce clutch mechanism 112 that is directly connected to the elongatedneck 122 of the driven pulley fixed sheave 114. In various embodiments,the clutch drum 134 is splined to the gearbox input shaft 94. The drivenpulley assembly 74 further comprises a movable sheave biasing device 136that is structure and operable to bias the driven pulley movable sheave116 axially along the fixed sheave elongated neck 122 in the X−direction toward the driven pulley fixed sheave 114. The movable sheavebiasing device 136 can be any biasing device suitable to bias the drivenpulley movable sheave 116 axially along the fixed sheave elongated neck122 in in the X− direction toward the driven pulley fixed sheave 114with a predetermined amount of force. For example, in various instancesthe movable sheave biasing device 136 can comprise a coil springdisposed around the driven pulley movable sheave collar 128.Particularly, the movable sheave biasing device 136 applies axial forceson the movable sheave 116 biasing the movable sheave 116 axially alongthe fixed sheave elongated neck 122 toward the fixed sheave 114, therebybiasing the CVT drive belt 78 radially outward in the Y+ direction.Accordingly, to change the torque transfer ratio between the drivingpulley assembly 70 and the driven pulley assembly 74 (e.g., between theprime mover output shaft 86 and the gearbox input shaft 94), the forcegenerated at the driving pulley assembly 70 to move the driving pulleymovable sheave 110 axially in the X+ direction and thereby the drivebelt 78 radially outward in the Y+ direction must be greater than andovercome at least the force of the driven pulley movable sheave biasingdevice 136.

Referring now to FIGS. 3, 4, 5 and 6 , as described above, the drivenpulley movable sheave 116 comprises a beveled face disk 126 and anelongated hollow cylindrical collar 128 extending orthogonally from acenter of the beveled face disk 126. Additionally, the driven pulleymovable sheave 116 comprises at least one acceleration and decelerationtorque transfer control or tuning pocket 138 (referred to herein as thetuning pocket 138) disposed and formed in the movable sheave collar 128,and at least one roller pin 142 extending from the fixed sheaveelongated neck 122 such that each roller pin 142 is disposed within arespective tuning pocket 138. The roller pin(s) 142 and tuning pocket(s)138 are interoperable during acceleration and deceleration of the primemover 42 (and hence the vehicle 10), as described below, to controlaxial movement of the movable sheave 116 along the fixed sheaveelongated neck in the X+ and X− directions.

In general operation of the CVT 46, when the vehicle 10 is at rest orstopped, the driving pulley movable sheave 110 is a maximum axial traveldistance in the X− direction away from the driving pulley fixed sheave106. In this configuration the drive belt 78 is disposed between abeveled face of the fixed sheave 106 and a beveled face of the movablesheave 11 such that the drive belt 78 has a minimum radius defined bythe fixed sheave 106 beveled face and the movable sheave 110 beveledface. That is, the drive belt 78 is a maximum radial distance in the Y−direction toward a longitudinal axis of prime mover output shaft 86.Conversely, the driven pulley movable sheave 116 is a maximum axialtravel distance in the X− direction toward the driven pulley fixedsheave 114. In this configuration the drive belt 78 is disposed betweena beveled face of the fixed sheave beveled face disk 118 and a beveledface of the movable sheave beveled face disk 126 such that the drivebelt 78 has a maximum radius defined by the fixed sheave 114 beveledface and the movable sheave 116 beveled face. That is the drive belt isa maximum radial distance in the Y+ direction away from a longitudinalaxis of gearbox input shaft 94.

When the prime mover 42 is operated (e.g., accelerated) to cause motiveacceleration of the vehicle 10 the prime mover output shaft 86rotational speed increases, thereby rotating the driving pulley assembly70. As the rotational speed of the driving pulley assembly 70 increasesthe drive belt 78 transfer torque to the driven pulley assembly 74causing rotation of the driven pulley assembly 74. As the rotationalspeed of the driven pulley increases, centrifugal force causes thecentrifugal force clutch mechanism 112 of the slipper clutch assembly102 to engage clutch drum, thereby operatively engaging the drivenpulley assembly 74 with the gearbox input shaft 94, and therebydelivering torque to gearbox input shaft 94 causing movement of thevehicle 10. As the prime mover 42 continues to accelerate, therotational speed of the driving pulley assembly 70 (and the drivenpulley assembly 74) increases causing the driving pulley movable sheave110 to move axially in the X+ direction toward the fixed sheave 106.This movement causes the radius of drive belt 78 defined by the spacebetween the beveled faces of the movable and fixed sheaves 110 and 106to increase. In various embodiments, the driving pulley movable sheave110 comprises roller weights that move radially outward (e.g., radiallyaway from a longitudinal axis of the prime mover output shaft) on abacking plate of the driving pulley assembly 70 as the rotational speedof the movable sheave 110 increases. In various instances, the backingplate is not perpendicular to the shaft, but disposed at an angle toallow a radially outward motion to constitute an axial movement of theroller weights, and thus the moveable sheave 110. As the roller weightsmove radially outward, they push against a back face of the movablesheave 110 forcing the movable sheave 110 to move axially along theprime mover output shaft 86 in the X+ direction, thereby increasing theradius of drive belt 78 defined by the space between the beveled facesof the movable and fixed sheaves 110 and 106.

Since the drive belt 78 has a fixed length, radially outward movement inthe drive belt 78 in the Y+ at the driving pulley assembly 70 (i.e.,increasing the radius of the drive belt 78 at the driving pulleyassembly 70) will cause the drive belt 78 to move radially inward in theY− direction at the driven pulley assembly 74 (i.e., decrease the radiusof the drive belt 78 at the driven pulley assembly 74). This decreasingin radius of the drive belt 78 at the driven pulley assembly 74 willapply force to the beveled faces of the fixed and movable sheave beveledface disks 118 and 126, thereby applying axial force in the X+ directionto the movable sheave 116 resulting in movement of the movable sheave116. However, as described above, the movement of the driven pulleymovable sheave 116 in the X+ direction is resisted by the biasing device136. One skilled in the art will readily recognize that as the drivebelt 78 radius at the driving pulley assembly 70 increases and the drivebelt 78 radius at the driven pulley assembly 74 decreases duringacceleration of the prime mover 42 (and consequently acceleration of thevehicle 10) the torque transfer ratio between the driving and the drivenpulleys 70 and 74 will change from high torque to lower being deliveredto the gearbox input shaft 94.

During deceleration of the prime mover 42 (and consequently accelerationof the vehicle 10) the rotational speed of the prime mover output shaft86 decreases causing a decrease in the rotational speed of the drivingand driven pulleys 70 and 74. The decreasing of rotational speed of thedriving pulley movable sheave 110 allows the roller weights to moveradially inward (e.g., radially toward the longitudinal axis of theprime mover output shaft) as the centrifugal force decreases such thatthe driving pulley movable sheave 110 can move axially away from thefixed sheave in the X− direction, thereby allowing the drive belt 78radius at the driving pulley assembly 70 to decrease. This in turnreduces the force in the X+ direction applied by the drive belt 78 tothe driven pulley movable sheave 116 such that the driven pulley biasingdevice 136 can move the movable sheave 116 in the X− direction, therebyincreasing the drive belt 78 radius at the driven pulley assembly 74.One skilled in the art will readily recognize that as the drive belt 78radius at the driving pulley assembly 70 decreases and the drive belt 78radius at the driven pulley assembly 74 increases during deceleration ofthe prime mover 42 (and consequently deceleration of the vehicle 10) thetorque transfer ratio between the driving and the driven pulleys 70 and74 will change from lower torque to higher being delivered to thegearbox input shaft 94. One skilled in the art would further readilyrecognize that during deceleration, specifically when the operator ofthe vehicle 10 releases the accelerator pedal such that the prime mover42 no longer outputs torque (e.g., power) to the prime mover outputshaft 86 (e.g., downhill or coasting scenarios), there is more torqueapplied to the driven pulley assembly 74 from the gearbox input shaft 94than effective torque from the prime mover 42 and driving pulley 71,that is, rotation of the front and/or rear wheels 22 and/or 16 attemptto drive the engine. Hence, the prime mover 42 will resist rotation ofthe output shaft 86, thereby producing engine braking.

As described above, the roller pin(s) 142 and tuning pocket(s) 138 ofthe driven pulley movable sheave 116 are interoperable to control axialmovement of the movable sheave 116 along the fixed sheave elongated neckin the X+ and X− directions during acceleration and deceleration of theprime mover 42 (and hence the vehicle 10). Although, in variousembodiments the driven pulley movable sheave 114 can comprise more thanone tuning pocket 138 and more than one roller pin 142, for clarity andsimplicity the structure and function of the tuning pocket(s) 138 andthe roller pin(s) 142 will be described herein with regard to a singletuning pocket 138 and a respective single roller pin 142. As will bereadily understood by one in the art, by controlling axial movement ofthe movable sheave 116 along the fixed sheave elongated neck in the X+and X− directions during acceleration and deceleration of the primemover 42, the torque transfer ratio between the driving pulley assembly70 and the driven pulley assembly 74 (e.g., between prime mover outputshaft 86 and the gearbox input shaft 94) can be controlled or tuned.More particularly, the tuning pocket 138 is structured and operable, viainteroperability of the roller pin 142 with the sides of the tuningpocket 138, to control or tune the torque transfer ratio between thedriving pulley assembly 70 and the driven pulley assembly 74 (e.g.,between prime mover output shaft 86 and the gearbox input shaft 94)during acceleration and deceleration of the prime mover 42.

The tuning pocket 138 is generally triangular in shape and comprises afirst gear side or face 146, an acceleration side or face 150 that formsa positive angle with the first gear side 146 relative to a referencepoint O on the first gear side 146, and a deceleration side or face 154that forms a negative angle with the first gear side 146 relative to thereference point O on the first gear side 146. Importantly, asillustrated throughout the figures, the acceleration side 150 and thedeceleration side 154 of the tuning pocket 138 are not parallel, butrather are formed to have opposing angles relative to the first gearside 146 wherein the acceleration side 150 is formed to have a positiveangle relative to the first gear side 146 and the deceleration side 154is formed to have a negative angle relative to the first gear side 146.A rounded, curved or arcuate first gear acceleration vertex 158 isformed at the junction of the first gear side 146 and the accelerationside 150, a rounded, curved or arcuate cruising gear vertex 162 isformed at the junction of the acceleration side 150 and the decelerationside 154, and a first gear deceleration vertex 166 is formed at thejunction of deceleration side 154 and the first gear side 146. Asdescribed above, the driven pulley fixed sheave 114 is rotationallymounted on the gearbox input shaft 94 via bearings 130, the drivenpulley movable sheave 116 is rotationally mounted on the fixed sheaveelongated neck 122, the clutch drum 134 is fixedly mounted to thegearbox input shaft 94, and the centrifugal force clutch mechanism 112that is directly connected to the elongated neck 122 such that operationof the centrifugal force clutch mechanism 112 will engage the clutchdrum 134, thereby operably connecting the driven pulley assembly 74(i.e., the fixed and movable sheaves 114 and 116) to the gearbox inputshaft 94.

Referring now to FIGS. 3, 4, 5, 6, 7, 8 and 9 , generally, when thevehicle 10 is at rest and the prime mover is either stopped (i.e., notrunning) or idling and not outputting torque to the prime mover outputshaft 86, the roller pin 142 is disposed within the tuning pocket withinthe first gear deceleration vertex 166 or along the along the first gearside 146, as exemplarily illustrated in FIG. 5 . Subsequently, if avehicle operator depresses the acceleration pedal of the vehicle 10causing the prime mover to output torque to the prime move output shaft86. Consequently, the driving pulley assembly 88 will begin to rotateand will translate or transfer rotation to the driven pulley 92 via thedrive belt 78, whereby the movable sheave 116 will rotate on the fixedsheave elongated neck 122 causing the roller pin 142 to travel along thefirst gear side 146 of the tuning pocket 138 to the first gearacceleration vertex 158. The biasing device 136 and the positive angle(e.g., a positive acute angle of less than 90°) of the acceleration side150 of the tuning pocket 138 relative to the first gear side 146 willresist axial movement of the roller pin 142 along the acceleration side150 and hence resist movement of the moveable sheave 116 away from thefixed sheave 114 in the X+ direction. When the roller pin 142 isdisposed within the first gear vertex 166, along the first gear side 146and within the first gear acceleration vertex 158, the movable sheave116 is located at a maximum travel distance in the X− direction suchthat a gap or space G between the beveled faces of the fixed andmoveable pulley beveled face disks 118 and 126 is a minimum limit (e.g.,cannot be smaller due to the interoperation of the roller pin 142 withinthe tuning pocket 138). Accordingly, when the roller pin 142 is solocated within the tuning pocket 138, the drive belt is disposed withinthe gap G at a maximum radial distance in the Y+ direction from an axisA of the gearbox input shaft 94. And, consequently, the drive belt isdisposed within the gap (not specifically identified in the figures, butunderstood by one skilled in the art) between the beveled faces of thefixed and moveable sheaves 106 and 110 of the driving pulley 88 at amaximum radial distance in the Y− direction from an axis of the primemover output shaft 86. In this configuration the torque transfer ratiobetween the driving pulley assembly 70 and the driven pulley assembly 74(i.e., between the prime mover output shaft 86 and the driven pulleyinput shaft 94 is the highest or greatest, whereby the CVT 46 outputsthe greatest amount of torque, for a given prime mover speed, to thegearbox input shaft 94 to initiate movement of the vehicle 10.

As the vehicle operator continues to depress the accelerator pedal, therotational speed of the prime mover 42 will continue to increase,thereby increasing the rotational speed of the driving pulley assembly70 causing the roller weights to move radially outward applying force tothe movable sheave 110 to move axially in the X+ direction toward thefixed sheave 106 in order to reduce the gap between the fixed andmovable sheaves 106 and 110 and force the drive belt to move radiallyoutward in the Y+ direction. As described above, as the drive belt 78moves radially outward in the Y+ direction on the driving pulley 88, thedrive belt must move radially inward in the Y− direction on the drivenpulley 92. However, as described above, movement of the driven pulleymovable sheave 116 away from the fixed sheave 114 in the X+ direction,such that the drive belt can move in the Y− direction on the drivenpulley 92, is resisted by the biasing device 136 and the positive angleof the tuning pocket acceleration side 150 relative to the first gearside 146 that generates resistance of the roller pin 142 along tuningpocket acceleration side 150. More specifically, during acceleration(i.e., when the accelerator pedal is depressed) the driven pulleymovable sheave 116 will have rotational force applied to it in the Ndirection (shown in FIGS. 3 and 5 ) due to the torque generated by primemover 42 being greater than the load from the gearbox 50 deliveringmotive power to the rear and/or front wheels 16 and/or 22. Conversely,when the accelerator pedal is released (i.e., not depressed) the drivenpulley movable sheave 116 will have rotational force applied to it inthe M direction (shown in FIGS. 3 and 5 ) due to the load from thegearbox 50 generated by unpropelled rotation of the rear and/or frontwheels 16 and/or 22 being greater than the torque delivered to thedriven pulley assembly 74 by the prime mover 42, via the drive belt 78.

Accordingly, during acceleration the rotational force in the N directionon the driven pulley movable sheave 116 will apply force from theacceleration side 150 of the tuning pocket on the roller pin 142 (asshown in FIG. 7 ) and the positive angle of the acceleration side 150will apply a force in the X− direction on the movable sheave 116. Thisforce in the X− direction generated by the positive angle of the tuningpocket acceleration side 150 is resistive of axial movement of themovable sheave 116 in the X+ direction generated by radial force in theY− direction on the movable sheave 116 applied by the drive belt 78 asthe driving pulley 88 forces the drive belt 78 radially outward in theY+ direction on the driving pulley 88. Hence, in order for the drivenpulley movable sheave 116 to move axially in the X+ direction away fromthe fixed sheave 114 such that the drive belt 78 can move radiallyinward in the Y− direction, thereby changing the torque transfer ratio,the force generated at the driving pulley 88 to move the drive belt 78radially outward in the Y+ direction must overcome the combinedresistance of the biasing device 136 and movement of the roller pin 142along the positive angled acceleration side 150 of the tuning pocket138. Therefore, as one skilled in the art would readily recognize andunderstand, during acceleration the positive angle of tuning pocketacceleration side 150 relative to the tuning pocket first gear side 146will control axial movement or the driven pulley movable sheave 116 inthe X+ and the X− directions.

Upon continued acceleration (e.g., upon continued depression of theaccelerator pedal) the rotational speed (RPM) of the prime mover 42 andthe prime mover output shaft 86 will increase causing the driving pulleymovable sheave 110 to continue to axially move in the X+ directiontoward the fixed sheave 106 until the movable sheave 110 reaches amaximum X+ travel limit, whereby the drive belt 78 has radially movedoutward a maximum distance in the Y+ direction and the radius of thedrive belt 78 around the driving pulley 88 is at a maximum. As will bereadily understood by one skilled in the art, when the drive belt 78 isat the maximum radius around the driving pulley 88, the drive belt 78will be at a minimum radius around the driven pulley 92, whereby thedriven pulley movable sheave 116 will have moved a maximum travel limitin the X− direction and the tuning pocket acceleration side 150 willhave moved along the roller pin 142 such that the roller pin 142 islocated within the cruising gear vertex 162 (shown in FIG. 8 ).Consequently, the CVT 46 will be in a cruising gear configurationwherein the torque transfer ratio between the driving pulley assembly 70and the driven pulley assembly 74 (i.e., between the prime mover outputshaft 86 and the gearbox input shaft 94) will be at a minimum.

As described above, when the accelerator pedal is released (i.e., notdepressed) the driven pulley movable sheave 116 will have rotationalforce applied to it in the M direction (shown in FIGS. 3 and 5 ) due tothe load from the gearbox 50 generated by unpropelled rotation of therear and/or front wheels 16 and/or 22 being greater than the torquedelivered to the driven pulley assembly 74 by the prime mover 42, viathe drive belt 78. This rotation of the driven pulley movable sheave 116in the M direction will cause the tuning pocket to also rotate in the Mdirection such that deceleration side 154 of the tuning pocket 138 willbe in contact with the roller pin 142. As will be readily understood byone skilled in the art, when the vehicle operator releases theaccelerator pedal drag (e.g., a load) will be applied by the prime mover42 to the forward vehicle movement rotation of the front and/or rearwheels 22 and/or 16, thereby causing the rotational speed (PPM) of theprime mover 42 and the prime mover output shaft 84 will progressivelyslow or lessen. This is commonly referred to as engine braking. When therotational speed of the prime mover output shaft 84 slows, the rollerweights of the driving pulley movable sheave 110 will move radiallyinward allowing the drive belt 78 to push or move the driving pulleymovable sheave 110 axially in the X− direction, which in turn will allowthe drive belt 78 to move radially inward in the Y− direction, therebyreducing the radius of the drive belt 78 around the driving pulley 88.However, in order for the drive belt 78 move radially inward in the Y−direction on the driving pulley 88, the drive belt 78 must be also moveradially outward in the Y+ direction and increase its radius around thedriven pulley 92.

In order for the drive belt 78 to move radially outward in the Y+direction the driven pulley movable sheave 116 must move axially in theX− direction toward the fixed sheave 114. However, due to the negativeangle of the tuning pocket deceleration side 154 relative to the firstgear side 146 and the rotational force applied to driven pulley movablesheave 116 in the M direction from the gearbox 50, via the unpropelledrotation of the rear and/or front wheels 16 and/or 22, movement of thetuning pocket deceleration side 154 along the roller pin 142, and henceaxial movement of the driven pulley movable sheave 116 in the X−direction, will be resisted. Hence, in order for the driven pulleymovable sheave 116 to move axially in the X− direction toward the fixedsheave 114 such that the drive belt 78 can move radially outward in theY+ direction, thereby changing the torque transfer ratio, the forcegenerated at the driving pulley 88 to move the drive belt 78 radiallyinward in the Y− direction must overcome the resistance of movement ofthe roller pin 142 along the negative angled deceleration side 154 ofthe tuning pocket 138. Therefore, as one skilled in the art wouldreadily recognize and understand, during deceleration the negative angleof tuning pocket deceleration side 154 relative to the tuning pocketfirst gear side 146 will control axial movement or the driven pulleymovable sheave 116 in the X+ and the X− directions.

Hence, as described above, during acceleration of the prime mover 42 andvehicle 10 (i.e., when the accelerator pedal is being depressed) axialmovement of the driven pulley movable sheave 116 is the X+ and X−directions, and hence shifting, changing or varying the torque transferratio, is controlled or tuned by movement of the tuning pocketacceleration side 150 along the roller pin 142, which is controlled ordefined by the positive angle of the acceleration side 150 relative tothe first gear side 146. Moreover, during deceleration of the primemover 42 and vehicle 10 (i.e., when the accelerator pedal is not beingdepressed) axial movement of the driven pulley movable sheave 116 is theX+ and X− directions, and hence shifting, changing or varying the torquetransfer ratio, is controlled or tuned by movement of the tuning pocketdeceleration side 154 along the roller pin 142, which is controlled ordefined by the negative angle of the deceleration side 150 relative tothe first gear side 146.

In various embodiments, the tuning pocket acceleration side 150 can begenerally straight having a consistent positive angle relative to thefirst gear side 146 (i.e., relative to the first gear side referencepoint O) such that resistance to movement of the driven pulley movablesheave 116 in the X+ and X− directions is generally consistent as thetuning pocket acceleration side 150 moves along the roller pin 142 asdescribed above. Alternatively, in various other embodiments, the tuningpocket acceleration side 150 can be divergent in that two or moreportions or lengths of the acceleration side 150 are formed at differentpositive angles relative to the first gear side 146. That is, the angleof the acceleration side 150 relative to first gear side 146 diverges tohave two or more angles between the first gear acceleration vertex 158and the cruising gear vertex 162. For example, as exemplarilyillustrated in FIG. 6 , in various embodiments, the acceleration side150 can have a first portion 150A that is formed at a first positiveangle α relative to the first gear side 146, a second portion 150B thatis formed at a second positive angle β relative to the first gear side146 that is greater than the first positive angle α, and a third portion150C that is formed at third positive angle ε relative to the first gearside 146 that is greater than the second positive angle β. Particularly,in various embodiments the degree of divergence of the two or moreangles of the acceleration side 150 progressively increase from thefirst gear acceleration vertex 158 to the cruising vertex 162. That is,the degree of positive angle relative to the first gear side 146 of theacceleration side divergent angles progressively increases from thefirst gear acceleration vertex 158 to the cruising vertex 162.

Due to the rotational force on the driven pulley movable sheave 116 inthe N direction and the positive angle divergence of the accelerationside 150 as the first, second and third angles α, β and ε change fromlesser to greater, during acceleration (e.g., depression of theacceleration pedal) resistance to axial movement of the movable sheave116 in the X+ direction progressively decreases as movement of thetuning pocket acceleration side 150 along the roller pin 142 advancesfrom the first portion 150A to the second portion 150B to the thirdportion 150C. That is, resistance to movement of the movable sheave 116in the X+ direction will be greater as the acceleration side firstportion 150A travels along the roller pin 142, than as the accelerationside second portion 1508 moves along the roller pin 142, which in turnwill be greater than as the acceleration side third portion 150C movesalong the roller pin 142. Accordingly, upshifting, or decreasing of thetorque transfer ratio between driving pulley assembly 70 and the drivenpulley assembly 74, will be slower as the acceleration side firstportion 150A travels along the roller pin 142, than as the accelerationside second portion 1508 moves along the roller pin 142, which in turnwill be faster than as the acceleration side third portion 150C movesalong the roller pin 142.

The length and/or positive angle of the first, second and third portions150A, 1508 and 150C can respectively be any desired length (cumulativelyequaling the overall length of the acceleration side 150) and/or haveany desired first, second and third positive angle α, β and ε, such thatthe torque transfer ratio, or CVT shifting, can be tuned or controlledin accordance with any desired application of the CVT 46. For example,in instances wherein the vehicle 10 is intended for use as a golf car,the vehicle 10 can be configured with the CVT 46 comprising the tuningpocket 138 wherein the lengths of the acceleration side first, secondand third portions 150A, 1508 and 150C and/or the first, second andthird positive angles α, β and ε are designed for operation of thevehicle 10 on an applicable terrain where upshifting needs to be slowerand smoother. For example, in various embodiments of instances theacceleration side first portion 150A can have the angle α optimized foracceleration of the vehicle 10 (e.g., 1^(st)-4^(th) gear) and a lengthcomprising 65% of the total length of the acceleration side 150, thenthe second portion 1508 can diverge from the first portion 150A havingthe angle β designed for higher speeds of the vehicle 10 (e.g., 5^(th)gear) and comprising a subsequent 20% of the total length of theacceleration side 150, after which the third portion 150C can divergefrom the second portion 1508 having the angle ε designed for a cruisingspeed of the vehicle 10 (e.g., 6th gear) and comprising the final 15% ofthe total length of the acceleration side 150. Or, alternatively, ininstances wherein the vehicle 10 is intended for use as an all-terrainvehicle, the vehicle 10 can be configured with the CVT 46 comprising thetuning pocket 138 wherein the lengths of the acceleration side first,second and third portions 150A, 150B and 150C and/or the first, secondand third positive angles α, β and ε are designed for operation of thevehicle 10 on an applicable terrain where upshifting needs to be morerugged and responsive.

Similarly, in various embodiments, the tuning pocket deceleration side154 can be generally straight having a consistent negative anglerelative to the first gear side 146 such that resistance to movement ofthe driven pulley movable sheave 116 in the X⁺ and X⁻ directions isgenerally consistent as the tuning pocket deceleration side 154 movesalong the roller pin 142 as described above. Alternatively, in variousother embodiments, the tuning pocket deceleration side 154 can bedivergent in that two or more portions or lengths of the decelerationside 154 are formed at different negative angles relative to the firstgear side 146. That is, the angle of the deceleration side 154 relativeto first gear side 146 diverges to have two or more angles between thecruising gear vertex 162 and the first gear deceleration vertex 166. Forexample, as exemplarily illustrated in FIG. 6 , in various embodiments,the deceleration side 154 can have a first portion 154A that is formedat a first negative angle θ relative to the first gear side 146, and asecond portion 154B that is formed at a second negative angle ω relativeto the first gear side 146 that is greater than the first negative angleθ. Particularly, in various embodiments the degree of divergence of thetwo or more angles of the deceleration side 154 progressively increasefrom the cruising vertex 162 to the first gear deceleration vertex 166.That is, the degree of negative angle relative to the first gear side146 of the deceleration side divergent angles progressively increasesfrom the cruising vertex 162 to the first gear deceleration vertex 166.

Due to the rotational force on the driven pulley movable sheave 116 inthe M direction and the negative angle divergence of the decelerationside 154 as the first and second angles θ and ω change from lesser togreater, during deceleration (e.g., when the acceleration pedal is notbeing depressed) assistance to axial movement of the movable sheave 116in the X⁻ direction progressively decreases as movement of the tuningpocket deceleration side 154 along the roller pin 142 advances from thefirst portion 154A to the second portion 154B. That is, assistance tomovement of the movable sheave 116 in the X⁻ direction will be greateras the deceleration side first portion 154A travels along the roller pin142, than as the deceleration side second portion 154B moves along theroller pin 142. Accordingly, downshifting, or increasing of the torquetransfer ratio between driving pulley assembly 70 and the driven pulleyassembly 74, will be faster as the deceleration side first portion 154Atravels along the roller pin 142, than as the deceleration side secondportion 154B moves along the roller pin 142.

More specifically, when the rotational force on the driven pulleymovable sheave 116 is in the M direction, as such during a decelerationor engine-braking event, the negative angle of the deceleration side 154of the pocket is in contact with the roller pin 142. During such a time,the roller pin 142 has a normal force on the pocket which has an axialcomponent of the force going in the X− direction. This axial componenton the driven pulley movable sheave 116 tends to push the driven pulleymovable sheave in the X− direction. This force, combined with themovable sheave biasing device 136, which also pushes against the drivenpulley movable sheave 116 in the X− direction, act to move the drivenpulley movable sheave 116 in the X− direction.

This movement allows the torque transfer ratio between driving pulleyassembly 70 and the driven pulley assembly 74 to increase, giving moremechanical advantage for engine braking. While the force from themovable sheave biasing device 136 is dependent upon the driven pulleymovable sheave 116 axial position, the force from the roller pin 142 isdependent upon the torque of the driven pulley movable sheave 116 andthe angle of the tuning pocket. As the roller pin 142 advances from thefirst portion 154A to the second portion 154B of the tuning pocket, thefirst and second angles (θ and ω, respectively) change. This allows theamount of axial force the roller pin 142 pushes against the drivenpulley movable sheave 116 in the X− direction to be varied. As the angleincreases, as shown if FIG. 6 as the roller pin 142 moves along thedeceleration face 154 of the pocket 138 from 154A to 154B, the amount offorce attempting to move the driven pulley movable sheave 116 in the X−direction becomes less for the same torque applied to the driven pulleymovable sheave 116 in the M direction. In this manner, the amount ofengine braking can be tuned without affecting the acceleration tuning.This is not possible with known helix slots of know CVT system havingwalls being parallel to one another.

The length and/or negative angle of the first and second portions 154Aand 154B can respectively be any desired length (cumulatively equalingthe overall length of the deceleration side 154) and/or have any firstand second negative angle θ and ω, such that the torque transfer ratio,or CVT shifting, can be tuned or controlled in accordance with anydesired application of the CVT 46. For example, in instances wherein thevehicle 10 is intended for use as a golf car, the vehicle 10 can beconfigured with the CVT 46 comprising the tuning pocket 138 wherein thelengths of the deceleration side first and second portions 154A and 154Band/or the first and second negative angles θ and ω are designed foroperation of the vehicle 10 on an applicable terrain where downshiftingneeds to be slower and smoother. Or, alternatively, in instances whereinthe vehicle 10 is intended for use as an all-terrain vehicle, thevehicle 10 can be configured with the CVT 46 comprising the tuningpocket 138 wherein the lengths of the deceleration side first and secondportions 154A and 154B and/or the first and second negative angles θ andω are designed for operation of the vehicle 10 on an applicable terrainwhere downshifting needs to be more rugged and responsive.

Referring now to FIG. 4 , as one skilled in the art will readilyrecognize, when the vehicle 10 is stopped or is moving slowly and theacceleration pedal not depressed, the clutch mechanism 112 willdisengage with the clutch drum such that the gearbox input shaft 94 isdisengaged from the driven pulley fixed sheave 114. Particularly, insuch scenarios the gearbox input shaft 94 is totally disengaged from thedriven pulley assembly 74, and hence disengaged from the CVT 46 and theprime mover 42. More particularly, in such instances, if the vehiclebrake pedal is not depressed to engage the vehicle brakes, the front andrear wheels 22 and 16 can turn freely and there is no resistance tomovement of vehicle. Therefore, in various embodiments, the drivenpulley assembly 74 further comprises a one-way bearing disposed aroundthe gearbox input shaft 94 between the gearbox input shaft 94 and thefixed sheave elongated neck 122. Or, alternatively, in variousembodiments, one or more of the bi-directional bearings 130 can bereplaced with the one-way bearing 170.

The one-way bearing is structured and operable to allow the drivenpulley fixed sheave 114 to spin in the N direction on the gearbox inputshaft 94 during engine acceleration until the clutch mechanism 112engages the clutch drum 134, thereby operably engaging the fixed sheave114 with the gearbox input shaft 94, but prevents the gearbox inputshaft 94 from spinning in the N direction within the fixed sheaveelongated neck 122 when the clutch mechanism 112 is not engaged with theclutch drum 134. That is, the one-way bearing 170 operatively couplesthe gearbox input shaft 94 to the driven pulley fixed sheave 114, whichin turn operatively connects the gearbox input shaft 94 with the primemover output shaft 86 when the clutch mechanism 112 is not engaged withthe clutch drum 134 and the front and/or rear wheels 22 and/or 16 arerotated due to forward movement of the vehicle 10. Therefore, theone-way bearing 170 prevents free-wheeling forward movement of thevehicle 10. More specifically, the one-way bearing 170 operativelyengages the gearbox input shaft 94 with the driven pulley fixed sheave114 such that in coasting/downhill scenarios the prime mover isoperatively coupled to the front and/or rear wheels 22 and/or 16,thereby providing engine braking when the clutch mechanism 112 is notengaged with the clutch drum 134.

The description herein is merely exemplary in nature and, thus,variations that do not depart from the gist of that which is describedare intended to be within the scope of the teachings. Moreover, althoughthe foregoing descriptions and the associated drawings describe exampleembodiments in the context of certain example combinations of elementsand/or functions, it should be appreciated that different combinationsof elements and/or functions can be provided by alternative embodimentswithout departing from the scope of the disclosure. Such variations andalternative combinations of elements and/or functions are not to beregarded as a departure from the spirit and scope of the teachings.

What is claimed is:
 1. A continuously variable transmission drivenpulley movable sheave, the movable sheave, said movable sheavecomprising: a beveled face disk; an elongated hollow cylindrical collarextending orthogonally from a center of the beveled face disk; and atriangular shaped tuning pocket disposed in the collar, the tuningpocket structured and operable to control axial movement of the movablesheave on the elongated neck of the driven pulley, the tuning pocketcomprising: a first gear side; an acceleration side disposed at apositive angle relative to a reference point on the first gear side; anda deceleration side disposed at a negative angle relative to thereference point on the first gear side.
 2. The movable sheave of claim1, wherein the acceleration side is straight and formed at a consistentpositive angle relative to the reference point of first gear side, andthe deceleration side is straight having a consistent negative anglerelative to reference point of the first gear side.
 3. The movablesheave of claim 1, wherein the acceleration side comprises a divergenceof two or more angles such that two or more portions of the accelerationside are formed at different positive angles relative to the referencepoint of first gear side, and the deceleration side is straight having aconsistent negative angle relative to reference point of the first gearside.
 4. The movable sheave of claim 1, wherein the deceleration sidecomprises a divergence of two or more angle such that two or moreportions of the deceleration side are formed at different negativeangles relative to the reference point of first gear side, and theacceleration side is straight having a consistent positive anglerelative to reference point of the first gear side.
 5. The movablesheave of claim 1, wherein the acceleration side comprises a divergenceof two or more angles such that two or more portions of the accelerationside are formed at different positive angles relative to the referencepoint of first gear side, and the deceleration side comprises adivergence of two or more angles such that two or more portions of thedeceleration side are formed at different negative angles relative tothe reference point of first gear side.
 6. The movable sheave of claim5, wherein the tuning pocket further comprises: a first gearacceleration vertex formed at a junction of the first gear side and theacceleration side; a cruising vertex form at a junction of theacceleration side and the deceleration side; and a first gear vertexform at a junction of the deceleration side and the first gear side,wherein the degree of positive angle relative to the reference point ofthe first gear side of the acceleration side divergent anglesprogressively increases from the first gear acceleration vertex to thecruising vertex, and the degree of negative angle relative to thereference point of the first gear side of the deceleration sidedivergent angles progressively increases from the cruising vertex to thefirst gear deceleration vertex.
 7. A continuously variable transmission,said transmission comprising: a driving pulley assembly connectable toan output shaft of a prime mover of a vehicle, the driving pulleyassembly comprising a driving pulley; a driven pulley assemblyconnectable to a drivetrain input shaft of the vehicle, the driven pullyassembly comprising a driven pulley; and a drive belt disposed aroundthe driving pulley assembly and the driven pulley assembly to operablyconnect the driving pulley assembly to the driven pulley shaft such thattorque received from the prime mover output shaft at the driving pulleyassembly is transferred to the driven pulley assembly to be delivered tothe drivetrain input shaft, the driven pulley comprising a fixed sheavemountable to the drivetrain input shaft and a moveable sheave mounted onan elongated neck of the fixed sheave, the moveable sheave comprising: abeveled face disk; an elongated hollow cylindrical collar extendingorthogonally from a center of the beveled face disk; and a triangularshaped tuning pocket disposed in the collar, the tuning pocketstructured and operable to control axial movement of the movable sheaveon the elongated neck of the driven pulley, the tuning pocketcomprising: a first gear side; an acceleration side disposed at apositive angle relative to a reference point on the first gear side; anda deceleration side disposed at a negative angle relative to thereference point on the first gear side.
 8. The transmission of claim 7,wherein the tuning pocket acceleration side is straight and formed at aconsistent positive angle relative to the reference point of first gearside, and the tuning pocket deceleration side is straight having aconsistent negative angle relative to reference point of the first gearside.
 9. The transmission of claim 7, wherein the tuning pocketacceleration side comprises a divergence of two or more angles such thattwo or more portions of the acceleration side are formed at differentpositive angles relative to the reference point of first gear side, andthe tuning pocket deceleration side is straight having a consistentnegative angle relative to reference point of the first gear side. 10.The transmission of claim 7, wherein the tuning pocket deceleration sidecomprises a divergence of two or more angle such that two or moreportions of the deceleration side are formed at different negativeangles relative to the reference point of first gear side, and thetuning pocket acceleration side is straight having a consistent positiveangle relative to reference point of the first gear side.
 11. Thetransmission of claim 7, the tuning pocket acceleration side comprises adivergence of two or more angles such that two or more portions of theacceleration side are formed at different positive angles relative tothe reference point of first gear side, and the tuning pocketdeceleration side comprises a divergence of two or more angle such thattwo or more portions of the deceleration side are formed at differentnegative angles relative to the reference point of first gear side. 12.The transmission of claim 11, wherein the tuning pocket furthercomprises: a first gear acceleration vertex formed at a junction of thefirst gear side and the acceleration side; a cruising vertex form at ajunction of the acceleration side and the deceleration side; and a firstgear vertex form at a junction of the deceleration side and the firstgear side, wherein the degree of positive angle relative to thereference point of the first gear side of the acceleration sidedivergent angles progressively increases from the first gearacceleration vertex to the cruising vertex, and the degree of negativeangle relative to the reference point of the first gear side of thedeceleration side divergent angles progressively increases from thecruising vertex to the first gear deceleration vertex.
 13. Thetransmission of claim 7, wherein the driven pulley assembly furthercomprises a one-way bearing disposed between drivetrain input shaft andthe fixed sheave elongated neck.
 14. A light-weight vehicle, saidvehicle comprising: a prime mover structured and operable to generatetorque utilized to provide motive force for the vehicle; a drivetrainstructured and operable to deliver the generated torque to one or morewheel of the vehicle; and a continuously variable transmission operablyconnected to the prime mover and the drivetrain to transfer the torquegenerated to the drivetrain, the transmission comprising: a drivingpulley assembly connected to an output shaft of the prime mover, thedriving pulley assembly comprising a driving pulley; a driven pulleyassembly operationally connectable to an input shaft of the drivetrain,the driven pully assembly comprising a driven pulley; and a drive beltdisposed around the driving pulley assembly and the driven pulleyassembly to operably connect the driving pulley assembly to the drivenpulley shaft such that torque received from the prime mover, via theoutput shaft, at the driving pulley assembly is transferred to thedriven pulley assembly to be delivered to the drivetrain, via thedrivetrain input shaft, the driven pulley comprising a fixed sheavemountable to the drivetrain input shaft and a moveable sheave mounted onan elongated neck of the fixed sheave, the moveable sheave comprising: abeveled face disk; an elongated hollow cylindrical collar extendingorthogonally from a center of the beveled face disk; and a triangularshaped tuning pocket disposed in the collar, the tuning pocketstructured and operable to control axial movement of the movable sheaveon the elongated neck of the driven pulley, the tuning pocketcomprising: a first gear side; an acceleration side disposed at apositive angle relative to a reference point on the first gear side; anda deceleration side disposed at a negative angle relative to thereference point on the first gear side.
 15. The transmission of claim14, wherein the tuning pocket acceleration side is straight and formedat a consistent positive angle relative to the reference point of firstgear side, and the tuning pocket deceleration side is straight having aconsistent negative angle relative to reference point of the first gearside.
 16. The transmission of claim 14, wherein the tuning pocketacceleration side comprises a divergence of two or more angles such thattwo or more portions of the acceleration side are formed at differentpositive angles relative to the reference point of first gear side, andthe tuning pocket deceleration side is straight having a consistentnegative angle relative to reference point of the first gear side. 17.The transmission of claim 14, wherein the tuning pocket decelerationside comprises a divergence of two or more angle such that two or moreportions of the deceleration side are formed at different negativeangles relative to the reference point of first gear side, and thetuning pocket acceleration side is straight having a consistent positiveangle relative to reference point of the first gear side.
 18. Thetransmission of claim 14, the tuning pocket acceleration side comprisesa divergence of two or more angles such that two or more portions of theacceleration side are formed at different positive angles relative tothe reference point of first gear side, and the tuning pocketdeceleration side comprises a divergence of two or more angle such thattwo or more portions of the deceleration side are formed at differentnegative angles relative to the reference point of first gear side. 19.The transmission of claim 16, wherein the tuning pocket furthercomprises: a first gear acceleration vertex formed at a junction of thefirst gear side and the acceleration side; a cruising vertex form at ajunction of the acceleration side and the deceleration side; and a firstgear vertex form at a junction of the deceleration side and the firstgear side, wherein the degree of positive angle relative to thereference point of the first gear side of the acceleration sidedivergent angles progressively increases from the first gearacceleration vertex to the cruising vertex, and the degree of negativeangle relative to the reference point of the first gear side of thedeceleration side divergent angles progressively increases from thecruising vertex to the first gear deceleration vertex.
 20. Thetransmission of claim 14, wherein the driven pulley assembly furthercomprises a one-way bearing disposed between drivetrain input shaft andthe fixed sheave elongated neck.